LTC 321-2012 Mass Transit LoopID MIAMI BEACH
LETTER TO COMMISSION3Zk
To: Mayor Matti Herrera Bower and Members of the City Commission
FROM: Kathie G. Brooks, Interim City Manager
DATE: December 11, 2012
SUBJECT: (MASS TRANSIT LOOP — NORTH-MIDDLE BEACH TRANSIT CIRCULATOR STUDY
The purpose of this Letter to Commission is to provide an update on the ongoing North - Middle
Beach Transit Circulator (DecoBus) Study since the Finance and Citywide Projects (FCWP)
Committee meeting held on July 10, 2012 wherein this item was discussed. At that meeting, staff
presented alternatives for a North - Middle Beach Circulator. Further, the Interim City Manager
explained that fifty percent of the amount of Quality of Life (QOL) funds earned are committed to the
payment of a portion of the debt service on the Miami Beach Redevelopment Agency - City
Center /Historic Convention Village Bonds, which are used for the development, improvement and
construction of certain public areas including a portion of the Cultural Center facilities located within
the City Center District. The remaining fifty percent is allocated equally among North Beach, Middle
Beach, and South Beach for capital projects that enhance Miami Beach's tourist related areas and
various arts and cultural programs. The Interim City Manager then stated that instead of 4
categories, the 50% of QOL funds could be broken into 5 categories, where transit would be the Stn
category. Once the project is fully developed, the QOL funding described above can be used to
sustain the capital and operating expenses for a North - Middle Beach Transit Circulator. The FCWP
Committee requested that City staff complete the research on bus ridership in Middle and North
Beach and referred the item to the Neighborhoods /Community Affairs Committee (NCAC).
The City's proposed circulator service would: 1) provide enhanced customized transit service
between a high - density residential corridor (Collins Avenue) and commercial districts (71 st Street and
41S Street) (Attachment A); and 2) customize, or brand, the service to a unique market of non -
captive riders and non -work trips via a direct one -seat connection between North Beach and Middle
Beach to South Beach. Such a connection is not currently offered by Miami -Dade Transit (MDT).
On the MDT system, a transfer to the western portions of 71 Street or 41 Street would require an
extended walk or a transfer to other MDT routes. Lastly, pursuant to the request from the FCWP
Committee in July, the circulator seance would serve senior and low income residents by serving the
Stella Maris facility located at 87 Street and the Four Freedoms facility located at 38 Street
(Attachment B and C).
From an operations and maintenance perspective, the feasibility report evaluated three potential
alternative pricing/financing scenarios;
1. MDT operates the service (assuming same MDT /City cost share as the South Beach Local)
2. Miami Beach operates the service
3. Turnkey operation by private vendor (operator provides vehicles, fuel, drivers, maintenance,
and insurance)
On September 10, 2012, this item was presented to the Transportation and Parking Committee
(TPC) and a discussion ensued regarding the draft feasibility report prepared by Gannett Fleming
and Associates. The TPC passed a motion encouraging the City to use any funds available to
strengthen the current bus service with MDT, and, should this project move forward, requesting that
the service be tied into the current MDT bus system, eliminating stops and shortening the headways.
Furthermore, the TPC opined that the City should not be in the business of operating a bus system.
LTC - Mass Transit Loop — North - Middle Beach Transit Circulator Study
Subsequently, on September 14, 2012, City staff met with MDT to discuss the proposed circulator
service for North - Middle Beach and how the City's and County's bus operations could collaborate to
avoid any duplication of service. Overall, MDT believed that the Collins Avenue corridor is currently
well - served by its bus system and that the City's proposed circulator could potentially take ridership
from the MDT system. MDT noted that it would not operate any unique (or branded) vehicles along
the Collins Avenue corridor but could wrap the existing fleet. It is important to note that most of the
MDT bus routes operating in Miami Beach, with the exception of the South Beach Local and Route
115/117, extend well beyond the Miami Beach municipal limits, serving municipalities to the north
and west on the mainland. Concerns over driver courtesy and bus cleanliness would probably not
be uniquely addressed by MDT. Further, if MDT operated the circulator, it would not be possible to
restrict the use of the buses to residents or choice riders and differential pricing for residents would
not be possible. Improved coordination of the multiple routes along A1A /Collins Avenue would not be
possible given the many considerations that go into scheduling. However, MDT would likely scale
back existing service along Collins Avenue should the City move forward with a circulator service.
Lastly, MDT advised of a proposed service change reflected in the County's 2013 — 2022 Transit
Development Plan (TDP) to restructure Routes 1151117. Per the TDP, Route 115 would be
restructured into a Mid -Beach Circulator and Route 117 would be restructured into a North Beach
Circulator. The MDT service change is proposed to take effect in Fiscal Year 2014.
On October 30, 2012, during a general discussion on North Beach issues, the City's Planning Board
strongly supported efforts to increase the availability of transit options in the North Beach area and
passed a Resolution urging the City Commission to refer to the Land Use and Development
Committee a discussion item on transportation options in the North Beach Area, including a
circulator bus for North Beach and better connector options for South, Middle, and North Beach.
The Planning Board referred the item for discussion at the Land Use Development Committee
meeting on December 19
NEXT STEPS
At this time, City staff continues to work with its consultant and MDT to develop a service plan for a
North- Middle Beach Circulator that is feasible, meets the City's service objectives, and complements
MDT bus service. Further, City staff will work closely with MDT particularly in regards to a potentially
restructured Route 1151117. MDT implements service changes to its bus system twice a year, in
summer and fall; therefore, it is crucial that any bus service changes in the North - Middle Beach
communities are closely coordinated between the City and County in order to implement an effective
bus service that meets the objectives of this study and the mobility needs of the community.
As recommended by the FCWP Committee, City staff has completed the research on bus ridership
in Middle and North Beach and the item will be taken to the Neighborhoods /Community Affairs
Committee (NCAC) in early 2013. Following the NCAC discussion, City staff will take the item to the
FCWP Committee for financial discussion and further direction.
Please feel free to contact me if you have any questions or concerns.
Attachments:
A: North - Middle Beach Transit Circulator Route
B: Ridership Estimate for North - Middle Beach Circulator
C: Comparison of DecoBus Service vs. Existing M DT Operations for A1A Corridor
KGB /JGGI1� /JJFIRWS /JRG
F:\WORK\$ALL\(i) EMPLOYEE rOLDERS\]ose R. Gonzalez\LTC\Mass Translt Loop — North - Middle Beach Transit Circulator Study
Attachment A
Proposed Route
Attachment B
Ridership Estimate for North - Middle Beach Transit Study
Ridership for the North - Middle Beach Transit Service (DecoBus) was estimated based upon that of the
South Beach Local (SBL), which serves a comparable geographic area and offers similar service
characteristics. Both services operate over a route length of approximately 10 miles (the DecoBus route
is 12 miles) and have comparable headways (10 minutes for SBL, 15 minutes for DecoBus).
The characteristics for both services are summarized in the table below.
Table I- Estimate of DecoBus Ridership
Row
1
Route Characteristic
Population within 1,12 -mile of Route
DecoBus
41,522
39,490
2
Population within 112 -mile of DecoBus Route across Indian Creek
6,490
-
3
Net population within 112 -mile of DecoBus Route
35,032
39,490
4
DecoBus Runs per day
96
123
5
Headway (minutes)
15
10
6
# of Stops
27
84
7
"Stops spacing (feet)
2,327
628
8 Route Length (feet))
62,828
52,755
9 Average walk distance (0.25 miles + 1/2 stop spacing)
2,483
1,634
10 Average walk time (3.5 ft/sec) (minutes)
! 12
8
11 Average bus speed (mph)
9.50
15.70
12 Av erage wait tim (min)
7.50
4.88
13 3 times wait time + travel time (5 mile trip)
23
15
14 Span of service (hours)
12
20
15 Reduction for span of service (112 difference)
80.00%
16 Reduction for trip time
88.35%
17 Reduction for population (ratio of potential market)
88.71%
18 Average Annual Ridership
967,673
1,543,379
Rows 1 through 3 address the resident population of the two service areas. Because DecoBus runs
adjacent to Indian Creek over several miles, the area west of the creek should not be considered part of
the service area for that route and the population is subtracted from the calculation.
Rows 4 through 8 summarize the physical characteristics of the two routes. The DecoBus route is longer
than the SBL and stop spacing is greater. Consequently, the average walls distance to a DecoBus stop is
expected to be approximately 50 percent greater than for a walk to a SBL stop (Rows 10 and 11). The
headway for DecoBus is also 50 percent greater than for the SBL. Noting that wait time is typically
perceived as having three times the impact on riders as travel time, and using a five -mile trip as the
typical trip length on either service, the DecoBus trip will take about 50 percent longer than the SBL trip.
The average bus travel speeds are also faster on the 58L than the DecoBus.
It is also noted that the SBL operates approximately 20 hours per day while DecoSus is planned for 12
hours per day.
Rows 15 through 18 are the factors that have been applied to the SBL ridership to generate DecoBus
ridership. Based upon the 1.5 million annual passengers on the SBL (May 2011 -April 2012) DecoBus can
be expected to generate approximately 970,000 riders a year, assuming a comparable fare of $0.25 per
rider. The resulting revenue would be $242,500/ year.
Average walk
istop 3 ,. !z - mile
4 -mil® Stop
Ile
� r
Average walk = Y2
maximum walk distance
Figure 1- Calculation of Average Walk Distance
2
� a
Attachment C
Comparison of DecoBus Service vs. Existing MDT Operations for AlA Corridor
Connects A1Ato easternmost
intersection of 17 and 41
Direct service between high-
to
Direct connection to 17 41
Streets. L operates on 10-
density residential corridor and
,
and 71 Streets from A1A (17'11
minute peak period headways
commercial districts (fewer
t11
to 88 Streets)
along 71 Street. Travel to
transfers
portions of 17 and 41
Streets require a walk or a
transfer to other MDT service.
L, S, and 120 would serve the
Service focused on lntra -City
oute operates solely within
A1A corridor within the City and
travel (no crossing
( g of Causeway
Miami Beach
also extend beyond the City
to mainland)
boundaries at the north and
south end of the runs.
Peak period headways of 4
minutes on average, less north
Frequent Service (including
of 71S Street and along 71
weekends)
15- minute headways
Street. Frequency drops to
approximately every 7.5 minutes
on weekday evenings and less on
weekends.
Traffic improvements and Traffic
Signal Priority along with G5P
technology would reduce
Schedule results in considerable
Reliable Service
variability in schedule,
variation in bus arrivals. Traffic
Passenger information systems
delays further result in less
would advise riders of status of
reliable service.
buses.
Customized vehicles would offer
a higher quality travel
5 and L service are conventional
Customized to Unique Market of
q
experience. Half -mile stop
bus transit with frequent stops
Non- Captive Riders and Non-
spacing would reduce in- vehicle
and few passenger ameni
Work Trips
p
travel time for trips within the
120 offers less frequent stopping
corridor.
and therefore a more rapid trip.
As a City - sponsored service,
adjustments could be made in
Ability o Tailor Service to
y
response to demand and
Standard process for modifying
Demand
seasonally. Passenger
service.
information systems could keep
passengers informed of service
changes
Route passes Stella Maris senior
Serve Senior and Low - Income
facility on 87' Street and HUD
L, 5, and 120 pass Four Freedoms
Residents
housing at Four Freedoms at 38tH
HUD housing. Two routes pass
Street.
Stella Maris senior facility.
Objective
DecoBus
MDT Routes L/S/120
Cost
Fare anticipated at no more than
Current full fare is $2.00 /trip.
$0.25 /trip
Service and changes to service
Service changes subject to
Operational control
entirely under City's Control
County -wide considerations and
funding
Potential to attract new
Greater potential with "new"
customers
service
None
Vehicles
Unique branding, customized to
Standard transfand le
the market
Drivers trained to respond to
Customer service
passenger /visitor questions and
Traditional rouare
serve a s an ambassador for the
information
city